Locomotive slack adjuster



' April 6 1926. 3,579,244

. A. A. PEDNEAU LOCOMOTIVE SLACK. ADJUSTER Filed Jul y 9, 1925 i 4/ gnvenfor (Tracin Patented Apr. 6, 1926.,

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ALFRED A. PEDNEAU, 0F MOBILE, ALABAMA.

LOCOMOTIVE SLACK ADJUSTER.

Application filed July a, 1925. Serial No. 42,482.

To all whom it may concern Be it known that l, ALFRED A. PEDNEAU, a citizen of the United States, residing at Mobile, in the county of Mobile and State of Alabama, have invented certain new' and useful Improvements in a Locomotive Slack Adjuster, of w iich the following is a specification.

This invention relates to an improved de vice which is especially, but not necessarily, adapted to be interposed between a locomotive and an accompanying tender, for the purpose of taking up and. eliminating slack, absorbing shocks and jars, and otherwise at fording an excellent connection between the locomotive and tender. 7

It is well known that considerable slack and resultant play exists between the ordinary locomotive and its tender, this permitting objectionable and undue lost motion and resulting in wear and tear on the parts, and particularly upon the draw bars. In fact, the wear is so evident that it is ordinarily compulsory to remove and examine the draw bar after approximately ninety days use, and to make repairs or replacements wherever necessary. This practice is expensive and is accompanied by a loss of considerable time.

In view of the foregoing objectionable circumstances, I propose to interpose a novel device between the locomotive and tender, connecting the parts of the device with the same in a manner to exert an endwise thrust, to effect a tight coupling, and to eliminate abnormal slack such as ordinarily exists.

An object is, of course, to provide a device wherein the construction is exceedingly simple, inexpensive to manufacture, practical in operation, and such that it can be applied to conventional locomotives and tenders without requiring alterations or interference with the operation of existing details.

The invention is further characterized by a cylinder in which a plunger is forced outwardly under the action of air, the air serving as a OtiSl'liOll to absorb shocks and being supplied from a by-pass leading from the usual train pipes.

In the accompanying drawing forminga part ofthis application, and in which like numerals are employed to designate like parts throughout the same:

Figure 1 is a side elevation of the coupled ends of a conventional locomotive and tender showing the improved device in place therebetween. a

a Figure 2 is an enlarged top plan vieW of the device showing the parts in operative association. 7

Figure 3 is a central vertical section through the primary detail of the invention.

Referring to the drawing in detail, it will be seen that the reference character 1 designates a plate which is adapted to be bolted or otherwise rigidly fastened to the under farming of the tender. Formed integral with one face of this plate is a cup 2, which functions as a cylinder. In this connection it will be noted that the upstanding branch 8 of a valved bypass at is connected with the bottom of the cylinder and serves to supply air to the same. The valved'by-pass is designatcd by the reference character i and I would call attention to the fact that it is preferably in the form of an oil check valve which is arranged to permit the supply of air to the cylinder and to prevent and trap the air in the cylinder and the line in the case of a sudden shock requiring a strong air resistance cushion. The by-pass is coupled in any appropriate manner to the ordinary train pipe 5. Slidable in the cylinder is a hollow piston 6. The piston is of discular design and is provided on its outer end with a rounded protuberance 7. On its inner end it is provided with a central ylindrical boss 8 surounded by a washer 9 serving to maintain a leather packin ring 10 in place. Small oil ports 11 are bored in the top of the cylinder and closed by removable plugs 12', permitting the wall of the piston to be thoroughly lubricated to facilitate operation. The inward movement of the piston is limited by the boss 8 striking the plate 1, and it will be noted in Figure 3 that an air chamber is provided between the inner end of the piston and this plate.

Cooperative with the parts already de scribed is what may be generally referred to as an abutment 13. This abutment comprises a flat vertical plate let, and a right angular attaching flange 15 braced from the plate by a reinforcing web 16. In practice.

the abutment is bolted or otherwise secured to the underframe of the engine, and the piston and cylinder secured to the underframe of the tender. The parts are, of course, arranged in the opposed relation asshown in the drawing with the rounded pro- Ill) tuberance 7 bearing against the flat face of the abutment plate. Up to two thousand pounds of air may now be introduced into the cylinder to force the piston outwardly and against the abutment whereby to exert a thrust in opposite directions against the engine and tender to force them away from each other and to take up slack existing in the couplings. The device however is not too rigid. but sutliciently elastic to permit the necessary relative movement between the tender and engine. At the same time, the device functions somewhat as a shock absorber or bumper. and further as a means for eliminating undue rattling of draw bars and the like. In fact, by maintaining the engine and tender in proper relation. much wear is taken ell ot the parts. Consequently. it is unnecessary to carry on the ninety day exunimitions of the tender equipment. tor. in practice, it has been proved that the life of the car is prolonged to an unusual extent by the presence of this device. This means that the device has been actually made and successfully installed. and has accomplished results beyond expectations.

No doubt. a consideration of the description in connection with the drawings will enable persons familiar with structures of this class to obtain a clear understanding of the invention. Therefore. a more lengthy description is thought unnecessary.

While the preferred embodiment of the invention has been shown and described, it is to be understood that minor changes coming within the field of invention claimed may be resorted to it desired. For instance. while the description may. oll'hand. lead one to believe that the invention is to be restricted to a locomotive and tenders, it is not to be so construed, for it equally well adapted tor disposition between coaches and cars. or for other forms of rollin; stock. Moreover. the same could be used between motor vehicles.

Having thus described the invention. what I claim as new and desire to secure by Letters Patent is:-

As a new article of manufacture. a pneumatic cushioning and thrust device tor connection with the under frame of a locomotive tender comprising a plate formed with an integral cup adapted to function as a cylinder. a valved air supply pipe con nected with said cup. a hollow piston slidalrle in said cylinder. said piston having its outer end formed with a rounded protuberance adapted to contact a butler plate. and being formed on its inner end with a centrally located boss. and a packing ring surrounding the boss and having fluid tight contact with the wall ot said cylinder. said boss being of a length to space the inner end of the piston from the corresponding end of the cylinder.

In testimony whereof I atlix my signature.

ALFRED A. PEDX Cfvl'.

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